DE102020133434A1 - SYSTEMS AND PROCEDURES FOR ADJUSTING THE FUEL SUPPLY IN A CYLINDER WITH AN ANTI-CHAMBER - Google Patents

Abstract

The disclosure provides systems and methods for adjusting fuel delivery in a cylinder having an antechamber. Methods and systems for operating a cylinder of an engine that includes a prechamber ignition system are provided. In one example, a method may include determining amounts of prechamber gases in the cylinder prior to combustion and adjusting an amount of fuel injected into the cylinder based on the amounts of prechamber gases in the cylinder. In this way, the cylinder fuel supply can compensate for additional air and / or fuel from the prechamber gases, which can increase the accuracy of the cylinder fuel supply and increase the efficiency of the cylinder.

Description

Field of technology

The present description relates generally to methods and systems for controlling a vehicle engine to determine cylinder fuel delivery in a cylinder with an active prechamber.

General state of the art

An internal combustion engine burns an air-fuel mixture in cylinders to produce torque that can be used to propel a vehicle. In some such engines, an ignition source is used to ignite the air-fuel mixture in each cylinder during a compression stroke. For example, in conventional spark ignition engines, each cylinder includes a spark plug for directly igniting the air-fuel mixture within the cylinder. In other examples, the air-fuel mixture in the cylinder can be ignited by jetting hot gas and flames from a pre-combustion chamber, which is referred to in this document as “antechamber”. The prechamber may be a walled chamber located in the dead space of the cylinder and may _{include a spark plug, an O 2} or air injector, and a fuel injector. During engine operation, a first air-fuel mixture is introduced into the prechamber and a second air-fuel mixture is introduced into the cylinder. When ignition is requested, the spark plug in the prechamber is actuated, thereby igniting the first air-fuel mixture. While the first air-fuel mixture is burning, jets of flame and hot gas can exit the prechamber and enter the cylinder through one or more holes in the prechamber walls. These jets ignite the second air-fuel mixture in the cylinder to produce torque. Residual gases from the combustion of the first air-fuel mixture can be actively flushed from the prechamber into the cylinder by injecting air (or O ₂ ) into the prechamber, whereby fresh air is made available for a subsequent prechamber combustion.

In some situations, prechamber ignition can offer advantages in terms of performance and efficiency compared to a positive-ignition engine. For example, a cylinder with prechamber ignition can have a higher (e.g. leaner) air-fuel ratio ( AFR ) are operated as a similar cylinder of a spark ignition engine, which can lead to lower fuel consumption in the cylinder with pre-chamber ignition. In other examples, a prechamber-fired cylinder may produce more power than a cylinder ignited by a spark plug due to an increased rate of combustion in the cylinder, which may reduce a time for knock combustion to occur and thereby allow ignition timing to continue toward the maximum brake torque MBT ) is advanced.

However, gases from the antechamber can flow through the one or more holes in the antechamber walls to the cylinder, which AFR of the cylinder. For example, air or O ₂ from the active purge may flow from the prechamber into the cylinder, such as when the pressure in the cylinder is lower than the pressure in the prechamber, resulting in a higher (e.g. leaner) AFR of the cylinder leads than expected. As another example, the residual gases from the antechamber can dilute the air in the cylinder. As yet another example, the residual gases from the pre-chamber can be fuel-rich, resulting in a lower (e.g. richer) AFR of the cylinder than expected. If that AFR If the cylinder is not precisely controlled, vehicle emissions can increase.

Brief description

The inventors of the present invention have recognized the foregoing problems and identified a method for at least partially solving them. In one example, a method includes: adjusting an amount of fuel injection into a cylinder based on an amount of prechamber gases in the cylinder during a compression stroke of the cylinder. In this way, the cylinder fuel amount can be adjusted to compensate for prechamber gases in the cylinder prior to combustion to make the cylinder more accurate at a desired one AFR to operate.

As an example, the antechamber gases can flow from an antechamber coupled to the cylinder to the cylinder via an opening in the walls of the antechamber, and the amount of antechamber gases can be determined based on a pressure differential between the antechamber and the cylinder. As an example, if a pressure of the cylinder further decreases below a pressure of the prechamber, the amount of prechamber gases in the cylinder may increase. This pressure difference can be determined on the basis of an injection pressure of the prechamber and a position of a piston within the cylinder. For example, the injection pressure of the prechamber may be a pressure that is greater than or equal to a peak pressure of the cylinder. Further, the amount of prechamber gases flowing into the cylinder may be one or more of an amount of prechamber air, an amount of prechamber fuel, and an amount of Include pre-chamber combustion gases from a previous combustion cycle. As an example, adjusting the amount of fuel injected into the cylinder may include decreasing the amount of fuel injected into the cylinder as the amount of prechamber combustion gases from the previous combustion cycle increases, since the prechamber combustion gases may dilute a cylinder air charge. As another example, adjusting the amount of fuel injection into the cylinder may include decreasing the amount of fuel injection into the cylinder as the amount of prechamber fuel in the cylinder increases. As another example, adjusting the amount of fuel injection into the cylinder may include increasing the amount of fuel injection into the cylinder as the amount of prechamber air in the cylinder increases during the compression stroke. The adjustment of the amount of fuel injection into the cylinder may further be based on an amount of air that is fed into the cylinder through an intake valve of the cylinder. As a result, the efficiency of the cylinder can be increased.

In this way, an amount of fuel injection into a cylinder can be adjusted based on an amount of prechamber gases in the cylinder during a compression stroke of the cylinder. By adjusting the fuel injection amount, cylinder fueling can be more accurate compared to systems without compensation, which can increase cylinder efficiency. Further, by compensating the amount of fuel injection for the amount and composition of prechamber gases in the cylinder, the controller can prevent the cylinder from being at a non-stoichiometric AFR works, which can increase fuel efficiency of the vehicle and reduce vehicle emissions.

It should be understood that the summary above is provided to introduce, in simplified form, a selection of concepts that are further described in the detailed description. It is not intended to identify important or essential features of the claimed subject matter, the scope of which is defined solely by the claims following the detailed description. Furthermore, the claimed subject matter is not limited to implementations that eliminate the disadvantages cited above or in any part of this disclosure.

Figure list

• 1 FIG. 11 shows a schematic representation of a cylinder configuration in an engine system of a vehicle.
• 2 FIG. 10 shows an exemplary method for operating an antechamber of an antechamber ignition system.
• 3 FIG. 10 shows an exemplary method for determining cylinder fuel delivery based on prechamber purge and prechamber air injection.
• 4th Figure 12 shows an exemplary diagram of the pressure in a cylinder in relation to the position of a piston.
• 5 Figure 13 shows a prophetic exemplary timeline of operating an antechamber and cylinder with an antechamber purge.
• 6th FIG. 10 shows a prophetic exemplary timeline of operating a cylinder with different cylinder fueling amounts based on relative amounts of prechamber gases in the cylinder.

Detailed description

The following description relates to systems and methods for determining a fuel delivery amount for a cylinder of a prechamber engine. The cylinder may have a cylinder configuration that includes an active prechamber that includes a fuel injector, a spark plug, and an air and / or O ₂ injector, such as in FIG 1 shown. The prechamber can be operated to provide an ignition source for the cylinder according to the method of 2 provide. However, exhaust gases and injected air from the prechamber can enter the cylinder, which increases the air-fuel ratio ( AFR ) of the cylinder. Therefore, controlling the engine may provide cylinder fueling based on amounts of prechamber exhaust and air entering the cylinder during the cylinder's compression stroke, according to the exemplary method of FIG 3 to adjust. 4th Figure 12 shows an exemplary graph of a characteristic relationship between pressure in the cylinder and a piston position within the cylinder that can be used by the controller to determine prechamber injection pressures as well as estimate gas flow from the prechamber into the cylinder. Also shows 5 FIG. 13 shows an exemplary timing diagram of operating an antechamber to purge gases into a cylinder, and FIG 6th FIG. 8 is an exemplary time axis of operating a cylinder with cylinder fuel compensation based on amounts of prechamber gases.

With reference to the figures shows 1 a partial view of a single cylinder 130 an internal combustion engine 10 that are in a vehicle 5 can be included. The internal combustion engine 10 can be a multi-cylinder engine. The cylinder (e.g., combustion chamber) 130 includes a coolant sleeve 114 and cylinder walls 132 with a piston 136 who is positioned in it and with a crankshaft 140 connected is. The combustion chamber 130 is with an intake manifold 44 via an inlet valve 4th and an inlet port 22nd and with an exhaust manifold 48 via an outlet valve 8th and an outlet port 86 shown communicating. A thrush 62 who have favourited a throttle 64 may be in an intake passage upstream of the intake manifold 44 for varying a flow rate and / or a pressure of intake air supplied to the engine cylinders.

An exhaust duct 135 can in addition to the cylinder 130 Exhaust gases from other cylinders in the engine 10 take up. In the illustration is an exhaust gas sensor 128 upstream of an emissions control device 178 to the exhaust duct 135 coupled. The exhaust gas sensor 128 can be made up of various suitable sensors to provide an indication of an air-fuel ratio ( AFR ) of the exhaust gas, such as a linear lambda probe or UEGO probe (universal or wide-range exhaust gas oxygen - UEGO), a binary lambda probe or EGO probe (not shown), a HEGO probe (heated EGO probe) , a NOx, HC or CO sensor. At the emission control device 178 it can be a three-way catalyst, a NOx trap, various other emission control devices, or combinations thereof.

An external exhaust gas recirculation ( EGR ) can be connected to the engine via a high pressure EGR system 83 are provided, whereby exhaust gas from a zone with higher pressure in the exhaust gas duct 135 to a zone of lower pressure in the intake manifold 44 , downstream of the throttle 62 , via an EGR duct 81 is delivered. A scope of EGR that the intake manifold 44 can be provided by the controller 12th via an EGR valve 80 can be varied. The control 12th For example, it can be configured to include a position of the EGR valve 80 to operate and adjust to the amount of exhaust gas passing through the EGR duct 81 flows to cease. The EGR valve 80 can switch between a fully closed position in which the exhaust gas flow through the EGR duct 81 is blocked, and a fully open position in which the exhaust gas flow is allowed through the EGR passage, can be set. As an example, the EGR valve 80 be continuously variable between the fully closed position and the fully open position. Thus, the controller can adjust an opening degree of the EGR valve 80 enlarge to an extent of EGR that the intake manifold 44 is provided to increase, and the degree of opening of the EGR valve 80 decrease to the extent of the EGR that the intake manifold 44 is provided to decrease. As an example, the EGR valve 80 be an electronically activated solenoid valve. In other examples, the EGR valve 80 can be positioned by a built-in stepper motor that is controlled by the controller 12th can be operated to adjust the position of the EGR valve 80 over a range of discrete steps (e.g. 52 steps), or the EGR valve 80 can be another type of flow control valve. Furthermore, the EGR be cooled by going through an EGR cooler 85 within the EGR channel 81 to be led. The EGR cooler 85 can dissipate heat from the EGR gases to engine coolant, for example.

Under some conditions, the EGR system can be used to regulate a temperature of the air-fuel mixture within the combustion chamber. Furthermore can EGR may be desirable to achieve a desired engine dilution, thereby increasing fuel efficiency and emissions quality, such as the emission of nitrogen oxides. As an example can EGR can be requested for low to medium engine loads. Accordingly, it may be desirable to measure or estimate the EGR mass flow. EGR sensors can be inside the EGR duct 81 be arranged and can, for example, provide an indication of one or more of a mass flow, a pressure and a temperature of the exhaust gas. Additionally can EGR be desirable after the emission control device 178 has reached its light-off temperature. A requested amount of EGR can be based on engine operating conditions, including engine load (such as via a pedal position sensor 134 estimated) engine speed (as estimated via a crankshaft acceleration sensor), engine temperature (as estimated via an engine coolant temperature sensor), etc. The controller 12th can, for example, refer to a lookup table with engine speed and load as input and a desired amount EGR that corresponds to the entered engine speed / load as output. In another example, the controller 12th the desired amount of EGR (e.g. the desired EGR flow rate) using logic rules that directly take into account parameters such as engine load, engine speed, engine temperature, etc. In still other examples, the controller can 12th rely on a model that correlates a change in engine load with a change in a dilution requirement and further the change in the dilution requirement with a change in the amount requested EGR correlated. For example, if the engine load increases from a low load to a medium load, the requested amount of EGR increase, and if If the engine load then increases from a medium load to a high load, the requested amount of EGR reduce. The control 12th can also provide the requested amount EGR using a best fuel efficiency distribution for a desired dilution rate. After determining the requested amount of EGR can control itself 12th to a lookup table with the requested amount of EGR as an input and a signal corresponding to an opening degree to be applied to the EGR valve (e.g., sent to the stepping motor or other valve operating device) as an output.

The inlet valve is in the view shown 4th and the exhaust valve 8th in an upper area of the combustion chamber 130 . The inlet valve 4th and the exhaust valve 8th can through a controller 12th controlled using appropriate cam actuation systems that include one or more cams. The cam actuation systems can be one or more of variable displacement engine (VDE) systems, cam profile switching (CPS), variable cam timing (VCT), variable valve timing (VVT) and / or use variable valve lift (VVL) to vary valve operation. In the example shown, the inlet valve 4th through an intake cam 151 controlled and is the exhaust valve 8th through an exhaust cam 153 controlled. The inlet cam 151 can via an intake valve timing actuator 101 are actuated and the exhaust cam 153 can via an exhaust valve timing actuator 103 operated according to the set of intake and exhaust valve timings, respectively. In some examples, the intake valves and exhaust valves may be via the intake valve timing actuator 101 or exhaust valve timing actuator 103 be switched off. The position of the inlet cam 151 and exhaust cam 153 can through camshaft position sensors 155 or. 157 to be determined.

In some examples, the intake and / or exhaust valves can be controlled by electrical valve actuation. For example, the cylinder 130 alternatively, include an intake valve controlled by electrical valve actuation and an exhaust valve controlled by cam actuation, which includes CPS and / or VCT systems. In still other examples, the intake and exhaust valves may be controlled by a common valve actuator or actuation system or an actuator or actuation system for variable valve timing. The various valve control systems can be used to control a timing, an opening duration and a lift of the intake valve 4th and the exhaust valve 8th to vary.

The cylinder 130 may have a compression ratio, which is a ratio of the volume of the piston 136 acts at bottom dead center to that at top dead center. Usually the compression ratio is in a range from 9: 1 to 10: 1. However, in some examples where other fuels are used, the compression ratio may be increased. This can happen, for example, if fuels with a higher octane number or fuels with a higher latent enthalpy of vaporization are used. The compression ratio can also be increased when using direct injection as this affects engine knock.

As a non-limiting example, is the cylinder 130 a cylinder fuel injector 66 including shown. The fuel injector 66 is directly to the combustion chamber 130 shown coupled to fuel proportional to a pulse width of a signal FPW1 that from the controller 12th via an electronic driver 168 is received to inject directly into this. In this way, the fuel injector restores 66 so-called direct injection (hereinafter also referred to as “DI” (direct injection)) of fuel into the cylinder 130 ready. In another example, the injector 66 be an intake manifold injector that delivers fuel upstream of the cylinder 130 into the inlet port. Furthermore, the engine can, though 1 Fuel injected into the cylinder via a single injector shows alternatively operated by injecting fuel via multiple injectors, such as a direct injector and a port injector. For example, both port fuel and direct injection devices can be included in a configuration known as port fuel and direct injection (PFDI). In such a configuration, the controller 12th vary a relative injection amount from each injector.

Fuel can come from a high pressure fuel system 180 , which includes one or more fuel tanks, one or more fuel pumps, and a fuel rail, to the fuel injector 66 be delivered. Alternatively, lower pressure fuel can be dispensed through a single stage fuel pump. Further, although not shown, the fuel tanks may include a pressure transducer that is used by the controller 12th provides a signal. Fuel tanks in the fuel system 180 may contain fuel with different fuel grades, such as different Fuel compositions. The differences can include different alcohol content, different octane numbers, different heat of vaporization, different fuel mixtures and / or combinations thereof, and so on. An example of fuels with different heat of vaporization includes gasoline as a first type of fuel with lower heat of vaporization and ethanol as a second type of fuel with greater heat of vaporization. In another example, the engine may use gasoline as a first type of fuel and an alcohol-based fuel mixture, such as E85 (which is approximately 85% ethanol and 15% gasoline) or M85 (which is approximately 85% methanol and 15% gasoline) as a second type of fuel. Other possible substances include water, methanol, a mixture of ethanol and water, a mixture of water and methanol, a mixture of alcohols, etc. This way air and fuel get into the cylinder 130 which can produce a combustible air-fuel mixture.

Fuel can pass through the fuel injector during a single cycle of the cylinder 66 in the cylinder 130 be delivered. Further, the distribution and / or the relative amount of fuel provided by the cylinder fuel injector 66 will vary with operating conditions. In addition, multiple injections of dispensed fuel may be performed per cycle in a single combustion event. The multiple injections may be performed during the compression stroke, intake stroke, or any suitable combination thereof.

In the in 1 example shown includes each cylinder 130 of the motor 10 an antechamber 138 to initiate combustion. The antechamber 138 is through antechamber walls 139 defines and includes a spark plug 92 , an air injector 94 and a prechamber fuel injector 96 . The air injector 94 is directly to the antechamber 138 coupled for injecting air and / or oxygen into the antechamber. In some examples, the air injector is 94 an electromagnetic (e.g., solenoid) injector. One or more of ambient air, oxygen, and another combustible gas can be obtained from a pre-chamber air source 190 into the air injector 94 be delivered. In some examples, the air injector is 94 an electromagnetic (e.g. solenoid) injector and can air and / or O ₂ proportional to a pulse width of a signal APW inject that from the controller 12th via the pre-chamber air source 190 Will be received. It should be noted that the term “air” relates to the pre-chamber air source 190 in this document can refer to ambient air, oxygen (e.g. O ₂ ), hydrogen (e.g. H ₂ ) or a mixture of such gases. In some examples, the pre-chamber air source supplies 190 the air injector 94 with ambient air from an air intake duct of the engine, which can be stored in a pressurized tank before injection. In other examples, the pre-chamber air source supplies 190 the air injector 94 _{with O 2} generated internally in the vehicle, which can be stored in a pressurized tank before injection. For example, the pressurized tank can be the prechamber air source 190 be kept at a desired pressure by an associated pump. A pressure difference between the pressurized tank and the antechamber and an opening time of the air injection device 94 (e.g. as by the pulse width of the signal APW determined) can, for example, determine the air or O ₂ mass that enters the antechamber 138 is delivered.

The prechamber fuel injector 96 is directly to the antechamber 138 shown coupled to fuel proportional to a pulse width of a signal FPW2 that from the controller 12th via an electronic driver 172 is received to inject directly into this. Fuel can be the prechamber fuel injector 96 by the high pressure fuel system described above 180 to be provided. Alternatively, the prechamber fuel injector 96 Fuel can be provided from a dedicated prechamber fuel system that is in the high pressure fuel system 180 can be included or be independent of it. Thus, both air and fuel are in the prechamber 138 given off what an air-fuel mixture with an air-fuel ratio ( AFR ) can generate that differs from a AFR in the cylinder 130 can distinguish. In one example, this can AFR in the antechamber 138 Be richer (e.g. contain a higher proportion of fuel) than that AFR in the cylinder 130 . In another example, this can be AFR in the antechamber be the same as that AFR be in the cylinder. In yet another example, it can AFR in the antechamber 138 be leaner (e.g. have a higher proportion of air) than that AFR in the cylinder 130 .

Furthermore, the antechamber walls 139 include a plurality of openings, such as an opening 142 , in the 1 is shown. The opening 142 provides a passage between the antechamber 138 and the cylinder 130 ready, creating an interior of the antechamber 138 with an interior of the cylinder 130 is fluidically coupled. Thus, under some conditions, gases can pass between the interior of the antechamber 138 and the interior of the cylinder 130 stream. For example, gases (e.g., air, fuel, and / or residual combustion gases) can pass through the opening 142 with a Direction and speed based on a pressure differential across the opening 142 (e.g. between the interior of the antechamber 138 and the interior of the cylinder 130 ) stream. The opening 142 (together with any other openings in the antechamber walls 139 ) can also be a pilot flame from the antechamber 138 to the cylinder 130 as detailed below.

In selected operating modes, an ignition system 88 in response to a pre-ignition signal SA (Spark Advance) from the controller 12th the antechamber 138 about the spark plug 92 provide an ignition spark. A timing of the signal SA can be adjusted based on engine operating conditions and a driver torque demand. For example, ignition can occur at a point in time with maximum braking torque ( MBT ) must be provided to maximize engine performance and efficiency. The control 12th may enter engine operating conditions, including engine speed, engine load, and exhaust AFR, into a lookup table that may output the appropriate MBT time for the entered engine operating conditions. In other examples, the spark may be from MBT delayed to prevent knocking from occurring. In still other examples, the spark may be from MBT may be decelerated to reduce engine torque, such as due to a decrease in driver requested torque or a gear shift event. When the spark plug 92 the antechamber 138 provides the ignition spark, the air-fuel mixture can burn in the prechamber, wherein the increased combustion pressure jets flame through the plurality of openings in the prechamber walls 139 including the opening 142 , in the cylinder 130 sends. The plurality of openings can be arranged in such a way that the flame jets are uniform in the cylinder 130 are distributed. The flame jets can break the air-fuel mixture in the cylinder 130 ignite, causing a burn. After combustion, a mixture of exhaust gases can come from both the antechamber 138 as well as the cylinder 130 by opening the outlet valve 8th out of the cylinder 130 be expelled.

The motor 10 can at least partially through the controller 12th and input from a vehicle operator 113 via an accelerator pedal 116 and an accelerator pedal position sensor 118 and a brake pedal 117 and a brake pedal position sensor 119 being controlled. The accelerator pedal position sensor 118 a pedal position signal (pedal position - PP ) to the controller 12th send that one position of the accelerator pedal 116 corresponds to, and the brake pedal position sensor 119 a brake pedal position signal (brake pedal position - BPP ) to the controller 12th send that to a position of the brake pedal 117 corresponds to. The control 12th is in 1 shown as a microcomputer having a microprocessor unit 102 , Input / output ports 104 , an electronic storage medium for executable programs and calibration values, which in this specific example is a read-only memory 106 shown is random access memory 108 , Keep-alive memory 110 and includes a data bus. The read-only memory 106 of the storage medium may be programmed with computer readable data representing instructions issued by the microprocessor 102 can be carried out in order to carry out the methods and programs described in this document as well as other variants which are anticipated but not explicitly listed.

The control 12th can send various signals from to the engine in addition to the signals previously discussed 10 coupled sensors, including a measurement of the injected air mass flow (mass air flow - MAF ) from an air mass flow sensor 123 , an engine coolant temperature signal (engine coolant temperature - ECT ) from a temperature sensor 112 attached to a cooling sleeve 114 is coupled, of a signal EGO from an exhaust gas sensor 128 going through the controller 12th can be used to do that AFR of the exhaust gas, an exhaust gas temperature signal ( EGT ) from a temperature sensor 158 attached to the exhaust duct 135 is coupled, a profile ignition pickup (PIP) signal (Profile Ignition Pickup - PIP ) from a Hall effect sensor 120 (or some other type) attached to the crankshaft 140 is coupled, a throttle position (TP) from a throttle position sensor, which is connected to the throttle 62 coupled, and an absolute manifold pressure signal ( MAP ) from a MAP sensor 122 attached to the intake manifold 44 is coupled. An engine speed signal RPM can through the controller 12th based on the signal PIP be generated. The manifold pressure signal MAP from the manifold pressure sensor can be used to provide an indication of the vacuum or pressure in the intake manifold.

On the basis of inputs from one or more of the aforementioned sensors, the controller can 12th adjust one or more actuators, such as the cylinder fuel injector 66 who have favourited the throttle 62 who have favourited spark plug 92 , the prechamber fuel injector 96 , the prechamber air injector 94 , the intake / exhaust valves and cams, etc. The controller can receive input data from the various sensors, process the input data, and the actuators in response to the processed input data based on an instruction or code programmed therein and a or more Routines corresponds to triggering what examples referring to the 2 and 3 are described.

In some examples, the vehicle may 5 be a hybrid vehicle with multiple sources of torque, one or more vehicle wheels 160 be available. In other examples, the vehicle is 5 a conventional vehicle with only one engine. In the in 1 In the example shown, the vehicle includes the engine 10 and an electric machine 161 . The electric machine 161 can be an electric motor or a motor generator and can therefore also be referred to in this document as an electric motor. The electric machine 161 takes electrical power from a traction battery 170 on to the vehicle wheels 160 Provide torque. The electric machine 161 can also be operated as a generator, for example to provide electrical power to charge the battery during braking 170 provide.

The crankshaft 140 of the motor 10 and the electric machine 161 are about a gear 167 with the vehicle wheels 160 connected when one or more clutches 166 are engaged. In the example shown, there is a first clutch 166 between the crankshaft 140 and the electric machine 161 provided and a second clutch 166 is between the electric machine 161 and the gearbox 167 provided. The control 12th can send a signal to an actuator of each clutch 166 send to engage or disengage the clutch to the crankshaft 140 with the electric machine 161 and to connect or disconnect the components connected therewith and / or to the electrical machine 161 with the gearbox 167 and to connect or disconnect the associated components. The gear 167 can be a manual transmission, a planetary gear system or another type of transmission. The powertrain can be configured in a variety of ways, including as a parallel, series, or series-parallel hybrid vehicle.

As described above, shows 1 just one cylinder of a multi-cylinder engine. Thus, each cylinder may equally include its own set of intake / exhaust valves, fuel injector (s), spark plug, and so on. It goes without saying that the engine 10 may include any suitable number of cylinders, including 2, 3, 4, 5, 6, 8, 10, 12 or more cylinders. Furthermore, each of these cylinders can include some or all of the various components described in FIG 1 referring to the cylinder 130 are described and illustrated.

Next shows 2 FIG. 10 shows an exemplary method of operating a prechamber of an engine to burn an air-fuel mixture within the prechamber. As an example, operating the prechamber provides a source of ignition for a cylinder of the engine. As another example, operating the antechamber increases a temperature of the antechamber. The procedure 200 is related to the engine 10 and the cylinder configuration shown in 1 are shown, even if the procedure is described 200 may be applied in other systems that include a prechamber with a spark plug, a fuel injector, and an air / O ₂ injector. Furthermore, the procedure 200 described for a pair of antechamber and cylinder, even if it is understood that the process 200 can be performed simultaneously and / or sequentially for each cylinder of the engine. Instructions for completing the procedure 200 and the other methods included in this document can be controlled by a controller such as the one in 1 control shown 12th , based on instructions stored in a memory of the controller and in conjunction with signals received from sensors of the engine system, such as those above with reference to FIG 1 sensors described. The controller may include actuators of the prechamber ignition system, including a prechamber fuel injector (e.g., prechamber fuel injector 96 the 1 ), a prechamber spark plug (e.g. prechamber spark plug 92 the 1 ) and a pre-chamber air injector (e.g. the one in 1 shown prechamber air injection device 94 ) to stop engine operation using the procedures below.

At 202 includes the procedure 200 Estimating and / or measuring engine operating conditions. The operating conditions may include, for example, vehicle speed, engine speed, engine load, engine temperature, exhaust AFR, accelerator pedal position, brake pedal position, and position of a throttle (e.g., throttle position). The operating conditions can be measured by one or more sensors that are communicatively coupled to the controller, or can be derived based on available data. For example, the accelerator pedal position can be measured by an accelerator position sensor, such as the accelerator pedal position sensor 118 the 1 , and the brake pedal position may be measured by a brake pedal position sensor, such as the brake pedal position sensor 119 the 1 . Together, the accelerator pedal position and the brake pedal position can indicate a requested amount of engine torque. As another example, this can be AFR can be determined based on an oxygen level detected by an exhaust oxygen sensor such as the exhaust sensor 128 the 1 , is recorded. Likewise, the throttle position can be adjusted using a Throttle coupled throttle position sensor are measured.

At 204 includes the procedure 200 Determine whether an ignition event is requested in the antechamber. In some examples, the prechamber ignition event may be requested during nominal engine operation to provide an ignition source for the cylinder during each combustion cycle. A combustion cycle (e.g., a cylinder cycle) may refer to four stroke movement of a piston of the cylinder, the four strokes including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. In alternative examples, the combustion cycle may refer to two-stroke movement of the piston. When the prechamber ignition event is requested to provide an ignition source for the cylinder during a combustion cycle, the ignition event may occur during the end of a compression stroke. In another example, the prechamber ignition event may be requested during an exhaust stroke of a combustion cycle to increase a temperature of the prechamber.

If the atrial firing event is not requested at 204, the method continues 200 to 206 above and includes the non-operation of the antechamber. In some examples, the prechamber firing event may not be requested while engine combustion is suspended. For example, engine combustion may be suspended while the engine is stopped or during a fuel cut condition, such as when cylinder fuel is cut off while vehicle speed is decreasing. In another example, the prechamber firing event may not be requested if the prechamber firing event was already performed during the combustion cycle. Not operating the prechamber may include not injecting fuel and air into the prechamber so that there is no air-fuel mixture for combustion in the prechamber. Without an air-fuel mixture to be burned, the non-operation of the prechamber can further include not switching on the spark plug in the prechamber. Further, since the combustion is not performed in the prechamber, the non-operation of the prechamber may further include failure to provide an ignition source for the cylinder. In other examples, however, an alternative ignition source may be provided to the cylinder (e.g., via a cylinder spark plug that is independent of the prechamber spark plug, or via compression ignition). In one example, the controller may adjust the pulse widths of actuation signals to the fuel injector and the air injector so that no air-fuel mixture is injected into the prechamber. For example, an actuation signal may not be sent to each of the fuel injector and air injector. Furthermore, the controller can set a control signal to the ignition system of the engine in such a way that the spark plug in the prechamber is not switched on.

If an atrial firing event is requested at 204, the method continues 200 to 208 and includes determining a desired prechamber AFR (e.g., a ratio of an amount of air injected to an amount of fuel injected into the prechamber). The wished AFR the antechamber can be used as an example by the control based on the AFR of the cylinder can be determined such that the combustion of an air-fuel mixture in the prechamber ignites an air-fuel mixture in the cylinder while minimizing emissions. For example, the controller can do that AFR of the cylinder and the current engine operating conditions, such as engine temperature and fuel composition, into one or more lookup tables, functions and maps that can output the desired pre-chamber AFR to achieve combustion. As an example, this can be the desired AFR the antechamber stoichiometry. As another example, this can be the one you want AFR of the prechamber can be rich in relation to the stoichiometry during an engine cold start condition, which, for example, can increase the combustion stability in the cold start condition. As yet another example, the one you want AFR the prechamber may be richer than stoichiometry when using fuels with higher vaporization temperatures, such as E85, to account for vaporized fuel that participates in combustion and non-vaporized fuel that does not take part in combustion, for substantially stoichiometric combustion to achieve with the vaporized fuel. As yet another example, the one you want AFR of the prechamber can be adjusted from the stoichiometry when an operating AFR of the cylinder is adjusted from the stoichiometry such that when the combustion gases from the cylinder and the prechamber are combined, the combined gases are one AFR have, which corresponds approximately to the stoichiometry.

At 210 includes the procedure 200 Determining a desired atrial ignition timing for the atrial ignition event. Determining the desired prechamber ignition timing may include determining when the air-fuel mixture in the prechamber should be ignited relative to a position of a piston of the cylinder. Although firing a cylinder spark plug induces combustion in a cylinder of a conventional spark ignition engine, combustion in the prechamber in a prechamber ignition engine induces combustion in the cylinder. Thus, just like the cylinder ignition timing in the conventional spark ignition engine relative to the ignition timing for the maximum braking torque ( MBT ) based on engine operating conditions, the timing of the prechamber firing event relative to the MBT shifted based on engine operating conditions to achieve a desired cylinder ignition timing. For example, the prechamber ignition timing may be retarded relative to the MBT timing to increase exhaust temperature, while the prechamber ignition timing may be advanced closer to the MBT timing to increase a torque output of the cylinder. As another example, if the engine is borderline and unable to operate at MBT timing, the engine knock control may advance or retard prechamber ignition timing to operate the engine at the borderline. In one example, the controller may enter one or more engine operating conditions (e.g., engine speed, engine load, exhaust temperature, knock limit, and cylinder AFR) into one or more lookup tables, functions, or maps to determine the desired time for the prechamber ignition event to determine. As another example, the controller may make a logical determination (e.g., regarding prechamber ignition timing) based on logic rules that depend on the one or more engine operating conditions.

At 212 includes the procedure 200 Injecting air into the antechamber. In some examples, the injected air may be ambient air from an intake manifold of the engine, while in other examples the pre-chamber air injector may provide in-vehicle generated O ₂ or other combustible gas such as H ₂ . As an example, a single air injection event can not only provide air for combustion, but can also purge residual gases from a previous prechamber ignition event from the prechamber. In another example, a single air injection can provide air for combustion without purging a significant amount of residual gas from the antechamber. As another example, a first air injection event may purge residual gases from the previous atrial ignition event from the pre-chamber and a second air injection event may provide air for combustion in the pre-chamber. In yet another example, a third air injection can provide additional air for combustion in the antechamber or can provide an alternative combustible gas (e.g., H ₂ ) to the antechamber. For each of the one or more injection events, the controller may determine an amount of air injected into the prechamber based on the one desired AFR the prechamber, as determined at 208, and the position of the piston in the cylinder. For example, the controller can control engine operating conditions, including piston position and desired AFR the antechamber, in a (e) lookup table, enter an algorithm or a map that can output a desired air injection quantity. In another example, the air injection amount can be kept substantially constant while only the fuel injection amount is varied to accommodate changes as desired AFR to compensate. For example, an amount of injected air can be approximately equal to a volume in the antechamber.

After determining the amount of air to be injected, the controller can inject the desired amount of air by adjusting the pulse width of an actuation signal sent to the prechamber air injector. Furthermore, an injection pressure can be above a peak pressure in the cylinder. For this reason, part of the injected air can flow into the cylinder (e.g. because the pressure in the cylinder is lower than the pressure in the prechamber). An amount of air injected into the prechamber flowing into the cylinder can be determined based on a pressure difference between the air injector pressure and the pressure in the cylinder and a size of the opening (s) in the prechamber walls. This value can be used when adjusting the cylinder fuel control, as in relation to FIG 3 is explained.

At 214 includes the procedure 200 Injecting fuel into the prechamber. The controller may adjust an amount of fuel injected into the prechamber based on the one desired AFR the prechamber as determined at 208 and the amount of air injected at 212. For example, the controller can enter the desired pre-chamber AFR into one or more lookup tables, functions and maps that can output a desired amount of fuel to be injected that corresponds to the desired AFR reached in the antechamber. In one example, the controller may adjust the desired amount of fuel by adjusting the pulse width of an actuation signal sent to the prechamber fuel injector, such as that in FIG 1 shown FPW2 , inject. The injected fuel may mix with the injected air (e.g., injected at 212) to form an air-fuel mixture.

At 216 includes the procedure 200 Operating the prechamber spark plug to generate an ignition spark in the prechamber. The controller can send a control signal (e.g. Signal SA ) that is sent to an ignition system (e.g. ignition system 88 the 1 ) is sent to actuate the prechamber spark plug at the ignition timing determined at 210. The creation of the spark in the The prechamber can cause the air-fuel mixture in the prechamber to burn, sending jets of hot gas and flame into the cylinder through a plurality of holes in the prechamber walls. If the cylinder also contains a combustible air-fuel mixture, the hot gas and flame jets ignite the air-fuel mixture in the cylinder. To 216 can do the procedure 200 end up.

In this way, the prechamber of a cylinder can be operated to ignite a first air-fuel mixture within the prechamber, whereby a second air-fuel mixture can also be ignited in the cylinder. In some examples, the procedure 200 run continuously during rated engine operation to continuously provide a cylinder ignition source when required. This can be done with active air and fuel injection in the prechamber AFR of the first air-fuel mixture can be predicted based on injection amounts of the air and the fuel, which can increase the ignition control, and the active air injection can, for example, further purge residual gases from previous cylinder cycles from the prechamber. Furthermore, with flame and hot gas jets as the cylinder ignition source, the second air-fuel mixture in the cylinder can burn more completely and with a lower peak combustion temperature than in an engine with a spark plug as the cylinder ignition source. Thus, in a prechamber ignition system, the second air-fuel mixture in the cylinder _{can be made lean in relation to the stoichiometry without a reduction in combustion stability and without an increase in NO x} emissions and / or combustion temperatures. Furthermore, the active air injection can also, for example, flush residual gases from previous cylinder cycles out of the antechamber. Accordingly, actively injecting both air and fuel into the prechamber increases control and accuracy of the AFR of the first air-fuel mixture compared to passive pre-chamber systems (e.g. pre-chamber systems without active air injection and / or active fuel injection). As a result, the prechamber can be reliably operated over a wider range of engine operating conditions to provide cylinder ignition.

In active atrial ignition systems such as the in 1 cylinder configuration shown, however, prechamber gases can enter the corresponding cylinder before cylinder combustion, which means that AFR of the second air-fuel mixture (e.g. the AFR in the cylinder) can change. Pre-chamber gases can include air injected into the pre-chamber and residual gases purged from the pre-chamber (e.g. exhaust gases from a previous combustion cycle). For example, a fraction of the air injected into the prechamber may flow into the corresponding cylinder prior to cylinder combustion. As another example, the residual prechamber gases may flow into the cylinder prior to cylinder combustion. The addition of such antechamber gases into the cylinder can lead to the cylinder with another AFR than the one commanded AFR is operated. For example, if prechamber air (e.g. air injected into the prechamber) enters the cylinder prior to cylinder combustion, that can AFR of the cylinder will be leaner (e.g., have a higher air to fuel ratio) than commanded. As another example, if residual fuel rich gases are purged into the cylinder prior to cylinder combustion, the cylinder's overall AFR may be richer (e.g., have a lower air to fuel ratio) than commanded. Such AFR deviations (e.g., non-commanded lean operation and / or non-commanded rich operation) can increase vehicle emissions, for example. Methods of determining cylinder fueling that compensate for the addition of prechamber gases into the cylinder are desirable to reduce fueling errors in the cylinder.

Thus shows 3 Figure 12 shows an exemplary method for adjusting cylinder fueling based on amounts of prechamber gases in a cylinder prior to prechamber combustion (e.g., cylinder fuel compensation). As in 1 Illustrated, the cylinder may be a cylinder fuel injector (e.g., cylinder fuel injector 66 ), which can inject fuel into the cylinder, and a prechamber, which is located in a dead space of the cylinder. The prechamber may be a prechamber fuel injector (e.g., fuel injector 96 the 1 ), an air injector (e.g., air injector 94 the 1 ) and a spark plug (e.g. spark plug 92 the 1 ) include. Thus the procedure 300 in relation to the in 1 cylinder configuration shown, even if the procedure 300 can be used in other systems that include atrial ignition. Instructions for completing the procedure 300 can through a controller, such as the controller 12th the 1 , based on instructions stored in a memory of the controller and in conjunction with signals received from sensors of the engine system, such as those above with reference to FIG 1 sensors described. The controller may use engine actuators of the engine system to adjust cylinder fueling according to the method described below. The procedure 300 is described in relation to a single cylinder including an antechamber, although the method 300 can be carried out simultaneously for a plurality of cylinders in a multi-cylinder engine with pre-chamber ignition.

At 302 includes the procedure 300 Estimating and / or measuring operating conditions. The operating conditions may include, for example, vehicle speed, engine speed, engine load, an exhaust AFR, absolute manifold pressure, air mass flow, and throttle position. The operating conditions can be measured by one or more sensors that are communicatively coupled to the controller, or can be derived based on available data. For example, the exhaust AFR may be based on a measurement from an exhaust oxygen sensor, such as the exhaust oxygen sensor 128 the 1 , be determined. As another example, manifold absolute pressure can be measured by a manifold absolute pressure sensor, such as the MAP sensor 122 the 1 to be measured. As yet another example, the mass air flow can be measured by a mass air flow (MAF) sensor, such as the one in FIG 1 MAF sensor shown 123 to be measured. As another example, the controller may use an output from a throttle position (TP) sensor to determine a position of the throttle.

At 304 includes the procedure 300 Estimating cylinder pressure, which includes a peak pressure of the cylinder. For example, the controller can estimate and / or determine a characteristic relationship between cylinder pressure and piston position. Briefly referring to 4th is an exemplary course 400 a characteristic relationship between a cylinder pressure and a piston position of the cylinder during a compression stroke and an expansion stroke of the cylinder is shown. For course 400 the vertical axis shows cylinder pressure relative to absolute manifold pressure. The horizontal axis shows the piston position relative to top dead center (TDC) and bottom dead center (BDC) during the compression stroke and the power stroke of the cylinder.

The history 400 includes a non-linear curve 402 which illustrates the relationship between cylinder pressure and piston position. A controller such as the controller 12th the 1 , can estimate the cylinder pressure, including a peak pressure of the cylinder, based on, for example, the ideal gas law, which gives a relationship between volume, pressure and temperature for a closed container of a gas. In particular, the ideal gas law states that a pressure of the gas and a volume of the gas are inversely proportional. For example, when the piston position is at BDC, the cylinder volume is large and thus the relative cylinder pressure is low. As another example, the cylinder volume is small when the piston position is at TDC (shown by a dashed line 416 ) and therefore the cylinder pressure is higher. Furthermore, a peak pressure of the cylinder (e.g. P _p ) can be reached when the cylinder volume is lowest at TDC. As used herein, the cylinder peak pressure is defined as the maximum air pressure in the cylinder based on the cylinder volume and is indicated by a dashed line 404 shown. Although the cylinder pressure can continue to increase during combustion, the combustion pressures are through the curve 402 not shown. Furthermore, the peak pressure of the cylinder can vary according to engine operating conditions. As an example, the peak pressure of the cylinder in low load operating conditions may be lower relative to the peak pressure of the cylinder in high load operating conditions. That is, when the engine is operating with a more open throttle, more air will enter the engine, resulting in higher cylinder peak pressure during the compression stroke prior to ignition and combustion.

Referring again to FIG 3 The controller can thus estimate the pressure in the cylinder during an entire combustion cycle on the basis of the characteristic relationship between piston position and cylinder pressure. Specifically, determines the air charge that is based on the intake manifold pressure (e.g. MAP ) can be determined, an air mass in the cylinder, and then a relationship between the air mass in the cylinder and a volume of the cylinder (e.g. the ideal gas law) can be used to determine the cylinder pressure. For example, the volume of the cylinder can be estimated during an entire combustion cycle based on piston position, crank position, stroke, bore, and connecting rod length. As an example, the controller may input current operating conditions, such as engine speed, engine temperature, and intake manifold pressure, into one or more lookup tables, functions, or maps that may output the estimated cylinder pressure relative to piston position. Furthermore, the controller can estimate the peak pressure of the cylinder by entering the current operating conditions, such as engine speed, engine temperature and intake manifold pressure, into one or more lookup tables, functions or maps. In some examples, control can actively calculate the estimated cylinder pressure in real time or at predetermined intervals, including the peak pressure of the cylinder, while in other examples, control can access predetermined estimates stored in lookup tables and / or maps in control memory according to FIGS Engine operating conditions are stored.

At 306 includes the procedure 300 Injecting air into the prechamber during the compression stroke at a pressure greater than or equal to the peak pressure of the cylinder during the compression stroke. Furthermore, the air for each injection event can be injected one or more times at the pressure higher than the peak pressure of the cylinder. For example, a first air injection can be a purge injection that pushes out prechamber exhaust gases that may remain in the prechamber from a previous combustion cycle, and a second air injection can be provided for combustion. Referring again to FIG 4th the controller may perform the air injections during the compression stroke, the injection timing based on the cylinder pressure. As a non-limiting example, the history includes 400 a washing area 406 between a piston position 410 and a piston position 412 . In the washing area 406 the controller can command an air injection in the prechamber while the pressure in the cylinder is at the piston position 410 is low, which can promote purging of the prechamber exhaust gases into the cylinder. As another non-limiting example, the history includes 400 an injection area 408 between the piston position 412 and a piston position 414 . In the injection area 408 can air into the antechamber according to the method of 2 be injected in order to introduce air into the antechamber before the antechamber combustion.

Referring again to 306 in FIG 3 The pressure of the air injected into the prechamber during each of the first air injection and the second air injection can be calculated by inputting engine operating conditions (e.g., engine load and temperature) and the peak pressure of the cylinder into one or more lookup Tables, maps or functions can be determined. Furthermore, the air is injected into the prechamber at or above the peak pressure of the cylinder by actuating the air injection device, for example during the compression stroke. For example, for each of the first air injection and the second air injection, the controller can set a pulse width of an actuation signal sent to the air injection device in order to _{inject a specific amount of air (e.g. ambient air, O 2} , or the like) into the antechamber at the specific air pressure Injecting the first air injection at pressure at or above the peak pressure of the cylinder can, for example, promote purging of the prechamber exhaust gas into the cylinder. As another example, injecting the second air injection at or above the peak pressure of the cylinder may increase the mixing of air and fuel in the prechamber, increasing the ignitability of a first air-fuel mixture (e.g., the air-fuel mixture in the antechamber) can increase. However, under some operating conditions, such as a fuel cut condition, a single air injection may be performed to reduce an amount of oxygen escaping from the prechamber.

At 308 includes the procedure 300 Injecting fuel into the prechamber at a pressure greater than or equal to the peak pressure of the cylinder. Furthermore, the prechamber fuel injection can occur during the injection region 408 mentioned above at 4th has been introduced. For example, prechamber fuel injected at 308 may mix with prechamber air injected at 306 during the second air injection and create the first air-fuel mixture. For example, a desired amount of fuel is injected into the prechamber by actuating the fuel injector during the compression stroke. The desired amount of fuel can according to the method of 2 to be determined. The pressure of the fuel injected into the prechamber can be determined based on engine operating conditions by reference to one or more lookup tables, maps, or functions, and can also be calibrated to promote combustion stability. For example, the controller can adjust a pulse width of an actuation signal sent to the fuel injector to inject the desired amount of fuel into the prechamber at the determined fuel pressure. For example, injecting the fuel at or above the peak pressure of the cylinder can promote flow into the prechamber. As another example, injecting the fuel above the peak pressure of the cylinder can increase the mixing of air and fuel in the prechamber, which can increase the ignitability of an air-fuel mixture in the prechamber. By injecting air into the prechamber at 306 and injecting fuel into the prechamber at 308, the prechamber can be filled with the first air-fuel mixture.

At 310 includes the procedure 300 Determining amounts of antechamber gases in the cylinder. For example, after pre-chamber combustion, jets of flame and hot gas enter the cylinder through a plurality of openings, but some of the exhaust gas from the pre-chamber combustion remains in the pre-chamber until it is purged into the cylinder via the purge injection described at 306 above. Furthermore, some of the air injected via the scavenging injection can enter the cylinder before combustion. Furthermore, a quantity of unburned fuel can also escape from the cylinder during the scavenging injection. Therefore, a composition of the prechamber gases in the cylinder may include a mixture of burned exhaust gas from the previous combustion cycle, purge air and unburned fuel from the previous combustion cycle, and determining the amounts of the antechamber gases in the cylinder may determine an amount of exhaust gas that is purged from the antechamber (or a fraction of the exhaust gas in a total amount of the prechamber gases), an amount of air from the purge injection (or a fraction of air in the total amount of the prechamber gases) and an amount of unburned fuel that is purged from the antechamber (or a fraction of unburned fuel in the total amount of pre-chamber gases). The amount of prechamber exhaust that is purged into the cylinder and the amount of prechamber air from the purge injection can be determined based at least in part, for example, on the pressure in the cylinder during the purge injection. As another example, the amount of prechamber exhaust that is purged into the cylinder and the amount of prechamber air from purge injection in the cylinder can be determined based on a pressure differential between the prechamber and the cylinder across a plurality of orifices in the prechamber. For example, the controller can enter the cylinder pressure during the scavenging injection and the pressure of the scavenging injection into one or more lookup tables, algorithms or maps that output the amount of antechamber exhaust gas and / or the amount of antechamber air from the scavenging injection in the cylinder can. As another example, the controller may estimate cylinder pressure during prechamber air injection and determine the amount of prechamber air in the cylinder by entering the estimated cylinder pressure and prechamber injection amounts into one or more lookup tables, maps, or functions. The amount of prechamber air in the cylinder may be a fraction of the air injected into the prechamber for purging (e.g., during the purging area 406 the 4th ).

As another example, the amount of exhaust gases purged from the antechamber may be determined based on a volume of the exhaust gases purged from the antechamber (e.g., during the purge area 406 the 4th ), which can be equal to a volume of the antechamber in the previous combustion cycle. Thus, in some examples, the amount of exhaust gases purged from the antechamber based on a known relationship between the cylinder pressure, a geometry of the antechamber and a geometry of the antechamber openings with reference to one or more lookup tables, maps or Functions are determined. For example, the controller may estimate the cylinder pressure during the prechamber exhaust purge and may determine the amount of exhaust gas by entering the estimated cylinder pressure into one or more lookup tables, maps, or functions. As a further example, the amount of unburned fuel from the prechamber in the cylinder can be determined by inputting a fuel injection pressure, a fuel injection amount and an ignition timing from the previous combustion cycle into one or more lookup tables, maps or functions.

At 312 includes the procedure 300 Determining cylinder fuel delivery based on the amounts of prechamber gas in the cylinder. In particular, determining the cylinder fuel supply may include determining an amount of fuel to be injected into the cylinder in order to provide the cylinder with a desired one AFR to operate. The wished AFR for the cylinder can for example be stoichiometric. In other examples, the desired AFR for the cylinder be lower (e.g. richer) or higher (e.g. leaner) than stoichiometric. The controller may adjust the amount of fuel to be injected into the cylinder based on the desired one AFR , the amounts of prechamber gases in the cylinder and an amount of air that is fed into the cylinder during the intake stroke. For example, the amount of fuel to be injected into the cylinder can be equal to the mass of air injected into the cylinder, added to the amount of air purged from the prechamber minus the amount of exhaust gas purged from the prechamber minus the amount of unburned fuel from the antechamber is flushed. In one example, if the controller determines that there is additional purge air in the cylinder, it may increase the cylinder fueling amount to maintain stoichiometry in the cylinder. In another example, if the controller determines that there is additional residual fuel-rich gases in the cylinder, it may decrease the cylinder fueling amount to maintain stoichiometry in the cylinder. Even if air and fuel from the second air-fuel mixture during the injection region 408 the 4th can escape into the prechamber, such a leak can be viewed as stoichiometric, for example, and may not be compensated for in the cylinder fuel setting. The controller may map the amount of air injected during the intake stroke based on an output from one or more of the MAP sensor, the throttle position sensor, and the MAF sensor combined with an intake valve open time with reference to one or more lookup tables or determine functions. Furthermore, in cylinder configurations with external EGR , such as the cylinder configuration of the 1 that controls the determined cylinder fueling based on an amount of EGR that flows into the cylinder, and one AFR the EGR by referring to one or more lookup tables, diagrams or functions.

At 314 includes the procedure 300 Injecting fuel into the cylinder. For example, fuel is turned off by pressing the Fuel injector injected into cylinder during compression stroke. For example, the controller may adjust a pulse width of an actuation signal sent to the cylinder fuel injector to inject the desired amount of fuel (eg, as determined at 312) into the cylinder during the compression stroke. In some examples, the determined amount of fuel can be injected in a single injection event, while in other examples the determined amount of fuel can be distributed over a plurality of injection events.

At 316 includes the procedure 300 actuating the prechamber spark plug to ignite the cylinder fuel. The spark ignites the first air-fuel mixture within the prechamber, causing a combustion reaction which then ignites the second air-fuel mixture in the cylinder. For example, the controller can control the spark plug via a pre-ignition signal (e.g. the one in 1 signal shown SA ) actuate. In some examples, the controller may further determine ignition timing based on the relationship between cylinder pressure and piston position by referring to one or more lookup tables, maps, or functions. For example, the controller may actuate the prechamber spark plug at a desired piston position for in-cylinder combustion. As a non-limiting example, the prechamber spark plug may be at a piston position before TDC (by the dashed line 416 in 4th shown). The procedure 300 ends then. For example, the procedure 300 repeated during each combustion cycle to actively control cylinder fueling.

In this manner, a cylinder can be operated with a prechamber ignition system to provide torque to an engine by burning an air-fuel mixture, and cylinder fueling can be adjusted to compensate for the prechamber gases. Furthermore, cylinder fueling can be adjusted based on both an amount and a composition of the prechamber gases in the cylinder. For example, the cylinder fuel supply can be further reduced if an amount and / or a proportion of unburned fuel from the prechamber gases increases. For example, the cylinder fuel supply can be increased further if an amount and / or a proportion of combustion gases from the antechamber increases. For example, the cylinder fuel supply can be increased further if an amount and / or a proportion of air from the prechamber increases. As a result, accuracy of cylinder fuel supply can be increased and can be a desired one AFR of the cylinder can be reached more precisely. By precisely controlling the AFR of the cylinder, an efficiency of an emission control device can be increased, thereby increasing vehicle emissions. Furthermore, the fuel efficiency of the vehicle can be increased by not inadvertently operating the cylinder richly.

Referring now to 5 is an exemplary timing diagram 500 of operating a cylinder with prechamber ignition, including prechamber purging, is shown. For example, the cylinder can be the cylinder 130 of the motor 10 in 1 and can be an antechamber ignition system (e.g. antechamber 138 the 1 ) include. The timing diagram 500 Figure 11 shows a combustion cycle, the combustion cycle (e.g., a cylinder cycle) relating to four strokes of an engine cycle within a cylinder. A piston position relative to top dead center (TDC), bottom dead center (BDC) and the four strokes of a combustion cycle (intake, compression, work and exhaust) is in progress 502 shown. Furthermore is in progress 504 a prechamber fuel injection signal is shown in progress 506 a prechamber air injection signal is shown in progress 508 an intake valve lift is shown in the dashed curve 510 an exhaust valve lift is shown and is in progress 512 a cylinder fuel injection signal is shown. For all of the above, the horizontal axis represents the engine position (e.g. in crank angle degrees), with the crank angle degrees (CAD) increasing from left to right. The vertical axis represents each named parameter. For history 502 the vertical axis shows the piston position relative to TDC. For each of the gradients 504 , 506 and 512 an increase in the size of the parameter beyond zero indicates actuation of the corresponding injector. For the gradients 508 and 510 the stroke of the corresponding valve increases from zero to the top on the vertical axis. Furthermore, the timing of the combustion cycle is at the top of the timing diagram 500 specified. The working cycle corresponds to an interval from 0 CAD to 180 CAD, the exhaust cycle corresponds to an interval from 180 CAD to 360 CAD, the intake cycle corresponds to an interval from 360 CAD to 540 CAD and the compression cycle corresponds to an interval from 540 CAD to 720 CAD.

Shortly before the start of the intake stroke (e.g. at around 350 CAD) the intake valve is opened (curve 508 ). As in the timing diagram 500 As shown, an opening duration of the exhaust valve may overlap with an opening duration of the intake valve in some examples. For example, after the start of the intake stroke (e.g. at around CAD 380), the exhaust valve is closed (dashed curve 510 ), which leads to a positive valve overlap between the inlet valve and the outlet valve. During the intake stroke, air is drawn into the cylinder via the intake valve initiated when the piston (course 502 ) moves towards BDC, which is the point where the piston is in its lowest position in the cylinder and at the end of the intake stroke (e.g. when the combustion chamber is at its greatest volume).

At the beginning of the compression stroke (e.g. at approximately 540 CAD) the intake valve closes (curve 508 ). The piston (course 502 ) moves towards the cylinder head to compress the air inside the cylinder. The point at which the piston is closest to the end of its stroke and the cylinder head (e.g. when the combustion chamber is at its smallest volume) is typically referred to as TDC. During the compression stroke, when the piston (course 502 ) moves towards TDC, a series of injection events can introduce an air-fuel mixture into the prechamber. In the example of the 5 directs a first air injection event prechamber air (course 506 ) into the antechamber, while the piston position (course 502 ) is relatively low (e.g. while the cylinder pressure is relatively low). Next, a second air injection event directs prechamber air (history 506 ) for combustion in the prechamber, while the piston position (course 502 ) is higher than the piston position of the first air injection. Next, as the piston position continues to increase, a fuel injection event directs prechamber fuel (history 504 ) into the prechamber, which can generate an air-fuel mixture in the prechamber. To induce an air-fuel mixture in the cylinder, a cylinder fuel injection event directs an amount of cylinder fuel (history 512 ) into the cylinder before prechamber combustion begins at the end of the compression stroke (e.g. just before 720 CAD).

As in the procedure of the 3 explained, the amount of cylinder fuel (course 512 ) introduced into the cylinder at the end of the compression stroke are based on an amount of prechamber gases in the cylinder at the end of the compression stroke. For example, a controller can increase the amount of cylinder fuel to compensate for air escaping from the prechamber. In another example, the controller may decrease the amount of cylinder fuel to compensate for residual combustion gases purged from the prechamber.

Thus shows 6th FIG. 13 shows an exemplary timeline of operating a cylinder to add an amount of cylinder fuel based on amounts of the prechamber gases according to the method of FIG 3 to adjust. For example, the engine can be the engine 10 be who in 1 is shown and by the controller 12th is controlled. A lot of air fed into the cylinder is in progress 602 shown, a quantity of escaping purge air (e.g. during the purge area 406 the 4th injected air that escapes into the cylinder) is in progress 604 shown, an amount of purged antechamber exhaust is in the dashed curve 606 shown, a desired cylinder AFR is in progress 608 and a compensated cylinder fuel amount is in progress 610 shown. Furthermore is a stoichiometric AFR by the dashed line 612 and is an uncompensated cylinder fuel amount in the dashed curve 614 shown. The uncompensated cylinder fuel amount may represent a cylinder fuel amount without any correction for prechamber gases in the cylinder. For all of the above, the horizontal axis represents time, with time increasing from left to right along the horizontal axis. The vertical axis represents each named parameter. For the gradients 602 , 604 , 606 , 608 , 610 and 612 a size of the parameter increases from top to bottom on the vertical axis.

Before time t1, the cylinder works without flushing injection in the antechamber. As an example, air may only be injected into the prechamber to introduce an air-fuel mixture into the prechamber (e.g., during the injection region 408 the 4th ). Thus, before t1, the amount of escaping purge air (curve 604 ) zero, is the amount of purged antechamber exhaust gas (dashed curve 606 ) is small and the compensated cylinder fuel quantity (curve 610 ) relative to the uncompensated cylinder fuel quantity (dashed curve 614 ) slightly reduced. Because the desired AFR (Course 608 ) is stoichiometric (by the dashed line 612 shown), the amount of cylinder fuel may be slightly less than the amount of air fed into the cylinder (curve 602 ).

At time t1, the cylinder begins to work with flushing injections in the antechamber, such as in FIG 5 shown, while the desired cylinder AFR (course 608 ) remains at stoichiometry (dashed line 614 ) and the amount of air fed into the cylinder (course 602 ) remains constant. For example, a first air injection introduces purge air into the antechamber during each combustion cycle after time t1 (e.g., during the purge area 406 the 4th ). Furthermore, due to the injection of scavenging air in the prechamber, residual prechamber exhaust gases from a previous combustion cycle are flushed from the prechamber into the cylinder. In the example of the 6th the purged antechamber exhaust is believed to be fuel rich. In other examples, however, the purged antechamber residual gases can be stoichiometric, and in still other examples the purged antechamber residual gases can be lean relative to stoichiometry. Furthermore, at time t1, the amount of scavenging air escaping (curve 604 ) at time t1 greater than the amount of the flushed Pre-chamber exhaust gas (dashed curve 606 ) at time t1. A composition of the pre-chamber gases thus contains a higher proportion of escaping purge air than purged pre-chamber exhaust gas. In response to the fact that the amount of escaping purge air (course 604 ) is greater than the amount of scavenged antechamber exhaust gas, the compensated cylinder fuel amount (curve 610 ) relative to the uncompensated cylinder fuel quantity (dashed curve 614 ) to.

At time t2, the cylinder continues to work with flushing injections in the prechamber, while the desired cylinder AFR (course 608 ) remains at stoichiometry (dashed line 614 ) and the amount of air fed into the cylinder (course 602 ) remains constant. Furthermore, due to the injection of scavenging air in the prechamber, residual prechamber exhaust gases are flushed from the prechamber into the cylinder. However, at time t2, the amount of scavenging air escaping (curve 604 ) smaller than the amount of the purged antechamber exhaust gas (dashed curve 606 ). A composition of the pre-chamber gases thus contains a higher proportion of purged pre-chamber exhaust gas than of escaping purge air. In response to the fact that the amount of escaping purge air (course 604 ) is smaller than the amount of scavenged antechamber exhaust gas, the compensated cylinder fuel amount (curve 610 ) relative to the uncompensated cylinder fuel quantity (dashed curve 614 ) from.

At time t3, the cylinder continues to work with flushing injections in the prechamber, while the desired cylinder AFR (course 608 ) remains at stoichiometry (dashed line 614 ) and the amount of air fed into the cylinder (course 602 ) increases relative to the amount of air fed into the cylinder before time t3. For example, the amount of air fed into the cylinder (course 602 ) increase in response to a change in throttle position or a change in intake manifold pressure. However, at time t3, the amount of scavenging air escaping (curve 604 ) greater than the amount of purged antechamber exhaust gas (dashed curve 606 ), and thus the composition of the pre-chamber gases contains a higher proportion of escaping purge air than of purged pre-chamber exhaust gas. In response to the fact that the amount of escaping purge air (course 604 ) is greater than the amount of purged antechamber exhaust gas and the amount of air fed into the cylinder (course 602 ) increases, the compensated cylinder fuel quantity (curve 610 ) relative to the uncompensated cylinder fuel quantity (dashed curve 614 ) further to. In particular, the compensated cylinder fuel quantity (curve 610 ) due to the additional air in the cylinder, as well as the amount of scavenging air escaping (course 604 ) and the amount of air fed into the cylinder (course 602 ) greater than the uncompensated cylinder fuel quantity (dashed curve 614 ).

At time t4, the cylinder continues to operate with flushing injections in the prechamber, while the amount of air fed into the cylinder (curve 602 ) decreases and returns to the amount of air injected into the cylinder at t1. However, the one you want takes AFR (Course 608 ) at time t4 relative to stoichiometry (dashed line 612 ) from. Thus, at time t4, the cylinder begins with a rich one AFR to work. At time t4, the amount of escaping purge air (curve 604 ) greater than the amount of purged antechamber exhaust gas (dashed curve 606 ). Thus, the composition of the pre-chamber gases contains a higher proportion of escaping purge air than of purged pre-chamber exhaust gas. In response to the fact that the amount of escaping purge air (course 604 ) is greater than the amount of purged antechamber exhaust gas and the desired cylinder AFR (course 508 ) relative to stoichiometry (dashed line 512 ) decreases, the compensated cylinder fuel quantity (curve 610 ) relative to the uncompensated cylinder fuel quantity (dashed curve 614 ) to. In particular, the compensated cylinder fuel quantity (curve 610 ) due to both the additional air in the cylinder and the reduced (e.g. enriched) desired cylinder AFR (course 608 ) greater than the uncompensated cylinder fuel quantity (dashed curve 614 ).

In this manner, a cylinder can be operated with a prechamber ignition system to provide torque to an engine by burning an air-fuel mixture, and an amount of cylinder fuel can be adjusted to compensate for the prechamber gases in the cylinder prior to combustion. For example, a controller can determine amounts of the antechamber gases, including air and residual exhaust gas, based on a pressure in the cylinder and geometric properties of the antechamber. Furthermore, the controller may determine the cylinder fuel amount based on an amount of scavenging air, an amount of scavenged exhaust gas from the prechamber, and an amount of air fed into the cylinder. As a result, the cylinder fuel amount for the prechamber gases is compensated to a desired one AFR in the cylinder. Adjusting cylinder fueling for prechamber gases can increase fuel efficiency of the cylinder and can increase combustion stability of the cylinder. Overall, compensating the cylinder fueling for amounts of the prechamber gases in the cylinder can increase customer satisfaction compared to engine systems with uncompensated cylinder fueling.

The technical effect of adjusting cylinder fueling based on amounts of the prechamber gases in the cylinder is that a desired air-fuel ratio in the cylinder can be more accurately achieved, thereby reducing vehicle emissions that would otherwise result from inaccurate control of the air-fuel Ratio can result.

As an example, a method includes: adjusting an amount of fuel injection into a cylinder based on an amount of prechamber gases in the cylinder during a compression stroke of the cylinder. In the preceding example, the antechamber gases flow additionally or optionally from an antechamber, which is coupled to the cylinder, via an opening in the walls of the antechamber into the cylinder. In one or both of the preceding examples, the amount of prechamber gases is additionally or optionally determined on the basis of a pressure difference between the prechamber and the cylinder. In one or all of the preceding examples, the pressure difference between the prechamber and the cylinder is additionally or optionally determined on the basis of an injection pressure of the prechamber and a position of a piston within the cylinder. In one or all of the preceding examples, the injection pressure of the prechamber is additionally or optionally greater than or equal to a peak pressure of the cylinder. In any or all of the preceding examples, the amount of antechamber gases additionally or optionally includes one or more of an amount of antechamber air, an amount of antechamber fuel, and an amount of antechamber combustion gases from a previous combustion cycle. In any or all of the preceding examples, adjusting the amount of fuel injected into the cylinder additionally or optionally includes increasing the amount of fuel injected into the cylinder as the amount of prechamber air in the cylinder increases during the compression stroke. In any or all of the preceding examples, adjusting the amount of fuel injected into the cylinder additionally or optionally includes decreasing the amount of fuel injected into the cylinder as the amount of prechamber air in the cylinder increases during the compression stroke. In any or all of the preceding examples, adjusting the amount of fuel injected into the cylinder additionally or optionally includes decreasing the amount of fuel injected into the cylinder as the amount of prechamber combustion gases from the previous combustion cycle in the cylinder increases during the compression stroke. In one or all of the preceding examples, the setting of the amount of fuel injection into the cylinder is additionally or optionally further based on an amount of air that is fed into the cylinder through an intake valve of the cylinder.

As another example, a method includes: determining an amount of gases purged from an antechamber into a cylinder based on a pressure differential between the antechamber and the cylinder during purging; and adjusting the supply of fuel to the cylinder based on the amount of gases purged from the prechamber into the cylinder. In the preceding example, the method additionally or optionally further comprises determining a composition of the gases that are purged from the prechamber into the cylinder, in part based on parameters of a previous prechamber combustion event, and includes purging actuating an air injector of the prechamber during a compression stroke of the cylinder . In either or both of the preceding examples, the composition additionally or optionally includes at least one of prechamber air, prechamber fuel, and prechamber exhaust, and adjusting the fuel supply to the cylinder includes: increasing the fuel supply to the cylinder when an amount of the prechamber air increases; Decreasing the supply of fuel to the cylinder as an amount of prechamber fuel increases; and decreasing the supply of fuel to the cylinder when an amount of antechamber exhaust increases. In any or all of the preceding examples, the parameters of the previous prechamber combustion event additionally or optionally include prechamber fuel injection pressure, prechamber fuel injection amount, prechamber air injection pressure, prechamber air injection amount, and prechamber ignition timing. In one or all of the preceding examples, the pressure difference between the prechamber and the cylinder during purging is additionally or optionally determined on the basis of an injection pressure of an air injection device of the prechamber and a piston position of the cylinder, and the injection pressure of the air injection device is at least equal to a peak pressure of the cylinder.

As another example, a system includes: an engine including a plurality of cylinders, each cylinder including a cylinder fuel injector and a prechamber of a prechamber ignition system; and a controller storing executable instructions in non-transitory memory which, when executed, cause the controller to: purge gases from the antechamber into the appropriate cylinder; and adjusting a fuel injection amount of the cylinder fuel injector based on an amount and composition of the gases purged from the prechamber. In the preceding example, the prechamber additionally or optionally includes an air injection device, a prechamber fuel injection device and a spark plug and includes the composition of the gases purged from the prechamber at least one of air, fuel and exhaust gas from a previous combustion in the prechamber. In one or both of the preceding examples, the controller for adjusting the fuel injection amount of the cylinder fuel injector based on the amount and composition of the gases additionally or optionally further includes instructions that are stored in non-transitory memory and, when executed, cause the controller to: Increase the fuel injection amount of the cylinder fuel injector when a proportion of air in the gases purged from the antechamber increases; Reducing the fuel injection amount of the cylinder fuel injector when a proportion of fuel in the gases purged from the prechamber increases; and reducing the fuel injection amount of the cylinder fuel injector when a proportion of exhaust gas from the previous combustion in the prechamber increases in the gases purged from the prechamber. In one or all of the preceding examples, the controller for purging gases from the antechamber into the corresponding cylinder additionally or optionally further includes instructions that are stored in non-transitory memory and, when executed, cause the controller to: Actuate the air injection device during a compression stroke of the cylinder with an injection pressure at or above a peak pressure of the cylinder. In any or all of the preceding examples, the controller additionally or optionally further includes instructions that are stored in non-transitory memory that, when executed, cause the controller to: determine the peak pressure of the cylinder based on at least an engine temperature and an engine load.

As a further illustration, a method includes: adjusting an injection pressure of one or more pre-chamber injectors based on a peak pressure of a cylinder during a compression stroke of the cylinder. In the preceding example, the one or more pre-chamber injectors additionally or optionally include an air injector and includes adjusting the injection pressure increasing the injection pressure of the air injector above the peak pressure of the cylinder. In one or both of the preceding examples, the one or more prechamber injectors additionally or optionally include a prechamber fuel injector and includes adjusting the injection pressure increasing the injection pressure of the prechamber fuel injector above the peak pressure of the cylinder. In any or all of the preceding examples, the cylinder peak pressure is additionally or optionally determined based on an amount of air in the cylinder during the compression stroke and a volume of the cylinder when a piston within the cylinder reaches top dead center of the compression stroke. In any or all of the preceding examples, the amount of air in the cylinder is additionally or optionally determined based on an intake manifold pressure. In one or all of the preceding examples, the amount of air in the cylinder is additionally or optionally determined based on a throttle position. In any or all of the preceding examples, the method additionally or optionally further comprises: performing a first injection with the air injector at the injection pressure above the peak pressure of the cylinder during a first portion of the compression stroke when the piston in the cylinder is lower; Performing a second injection with the air injector at the injection pressure above the peak pressure of the cylinder during a second portion of the compression stroke when the piston is higher in the cylinder; and performing fuel injection with the prechamber fuel injector at the injection pressure above the peak pressure of the cylinder during the second portion of the compression stroke. In any or all of the preceding examples, the method additionally or optionally further comprises: adjusting an amount of fuel injected into the cylinder based on an amount and composition of prechamber gases in the cylinder during the compression stroke. In any or all of the preceding examples, the amount and composition of the prechamber gases in the cylinder during the compression stroke are additionally or optionally partially determined based on the injection pressure of the air injector and the injection pressure of the prechamber fuel injector.

It should be noted that the exemplary control and estimation routines contained in this document can be used with different engine and / or vehicle system configurations. The control methods and routines disclosed in this document can be stored as executable instructions in a non-transitory memory and executed by the control system including the controller in combination with the various sensors, actuators and other engine hardware. The specific programs described in this document can represent one or more of any number of processing strategies, such as event-controlled, interrupt-controlled, multitasking, multithreading and the like. Accordingly, the various illustrated acts, operations, and / or functions may be performed in the order presented, in parallel, or in some cases may be omitted. Likewise, the order of processing is not necessarily required to achieve the features and advantages of the exemplary embodiments described in this document, but is provided for ease of illustration and description. One or more of the illustrated actions, processes and / or functions can be carried out repeatedly depending on the specific strategy used. Furthermore, the actions, processes and / or functions described can graphically represent code that is to be programmed on the non-transitory memory of the computer-readable storage medium in the engine control system, the actions described by executing the instructions in a system that includes the various engine hardware components in combination with the electronic Control includes, are executed.

It goes without saying that the configurations and routines disclosed in this document are exemplary in nature and that these specific embodiments are not to be interpreted in a restrictive sense, since numerous variations are possible. For example, the above technique can be applied to V6, I4, I6, V12, 4-cylinder boxer and other types of engines. The subject matter of the present disclosure includes all novel and non-obvious combinations and subcombinations of the various systems and designs as well as other features, functions and / or properties disclosed in this document.

As used herein, the term “approximately” is understood to mean plus or minus five percent of the relevant range, unless otherwise specified.

The following claims particularly emphasize certain combinations and sub-combinations that are considered novel and non-obvious. These claims may refer to “a” element or “a first” element or the equivalent thereof. Such claims should be understood to include the inclusion of one or more such elements and neither require nor exclude two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements and / or properties may be claimed by amending the present claims or by filing new claims in this or a related application. Such claims are also considered to be included in the subject matter of the present disclosure, regardless of whether they have a wider, narrower, same or different scope compared to the original claims.

Claims (15)

Method comprising: Adjusting an amount of fuel injection into a cylinder based on an amount of prechamber gases in the cylinder during a compression stroke of the cylinder. Procedure according to Claim 1 wherein the antechamber gases from an antechamber coupled to the cylinder flow into the cylinder via an opening in walls of the antechamber. Procedure according to Claim 2 , wherein the amount of antechamber gases is determined based on a pressure difference between the antechamber and the cylinder. Procedure according to Claim 3 , wherein the pressure difference between the prechamber and the cylinder is determined based on an injection pressure of the prechamber and a position of a piston within the cylinder. Procedure according to Claim 4 , wherein the injection pressure of the prechamber is higher than or equal to a peak pressure of the cylinder. Procedure according to Claim 1 wherein the amount of antechamber gases includes one or more of an amount of antechamber air, an amount of antechamber fuel, and an amount of antechamber combustion gases from a previous combustion cycle. Procedure according to Claim 6 wherein adjusting the amount of fuel injection into the cylinder includes increasing the amount of fuel injection into the cylinder as the amount of prechamber air in the cylinder increases during the compression stroke. Procedure according to Claim 6 wherein adjusting the amount of fuel injection into the cylinder includes decreasing the amount of fuel injection into the cylinder as the amount of prechamber fuel in the cylinder increases during the compression stroke. Procedure according to Claim 6 wherein adjusting the amount of fuel injected into the cylinder includes decreasing the amount of fuel injected into the cylinder as the amount of prechamber combustion gases from the previous combustion cycle in the cylinder increases during the compression stroke. Procedure according to Claim 1 wherein adjusting the amount of fuel injected into the cylinder is further based on an amount of air obtained by a Inlet valve of the cylinder is fed into the cylinder. System comprising: an engine including a plurality of cylinders, each cylinder including a cylinder fuel injector and a prechamber of a prechamber ignition system; and a controller that stores executable instructions in non-transitory memory that, when executed, cause the controller to: Purging gases from the antechamber into the corresponding cylinder; and Adjusting a fuel injection amount of the cylinder fuel injection device based on an amount and composition of the gases purged from the prechamber. System according to Claim 11 wherein the prechamber includes an air injector, a prechamber fuel injector, and a spark plug, and wherein the composition of the gases purged from the prechamber includes at least one of air, fuel, and exhaust from a previous combustion in the prechamber. System according to Claim 12 wherein the controller for adjusting the fuel injection amount of the cylinder fuel injector based on the amount and composition of the gases includes further instructions stored in non-transitory memory which, when executed, cause the controller to: increase the fuel injection amount of the cylinder fuel injector when a proportion of air is in the gases purged from the antechamber increases; Reducing the fuel injection amount of the cylinder fuel injector when a proportion of fuel in the gases purged from the prechamber increases; and reducing the fuel injection amount of the cylinder fuel injector when a proportion of exhaust gas from the previous combustion in the prechamber increases in the gases purged from the prechamber. System according to Claim 12 , wherein the controller for purging gases from the antechamber into the corresponding cylinder includes further instructions stored in non-transitory memory which, when executed, cause the controller to: actuate the air injector during a compression stroke of the cylinder with an injection pressure at or above a Cylinder peak pressure. System according to Claim 14 wherein the controller includes further instructions stored in non-transitory memory that, when executed, cause the controller to: determine the peak pressure of the cylinder based on at least one of a temperature of the engine and an engine load.

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